Internal-combustion engine



Oct 7, 1924. 1,510,677

' W. E. JORY INTERNAL COMBUSTION ENGIN Filed Nov. 20. 1950 4 Sheets-Sheet 1 INVENTUR W-EJDRY Oct. 7 1924. 1,510,677

w. E. JORY INTERNAL COMBUSTION ENGINE Filed Nov. 20. 1920 4 Sheets-Sheet 2 INVE/VTUR m5. 4475 7 Oct. 7 1924.

W. E. JORY INTERNAL COMBUSTION ENGINE 4 Sheets-Sheet Filed Nov. 20. 1920 FIZZ 5 INVENTDR 4 WEJDRY W. E. JORY.

INTERNAL comsusuon ENGIN Filed Nov. 20. 1920 4 Sheets-Sheet Patented Dot. 7, 1924.

v UNITE ST INTERNAL-COMBUSTION ENGINE.

Application lfiled November 20, 1920. Serial No. 425,353.

To all whom it may concern:

Be it known that I, VVILIAAM EDWARD JoRY, a citizen of the United States, residing at Wartinez, in the county of Contra Costa and State of California, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to improvements in internal combustion engines;

The primary object of thisinvention is to provide an engine of the character described which will operate smoothly without undue vibration and provide maximum power at a relatively low fuel consumption, the engine being valveless, constructed of few parts and provided with means as a substitute for the crank shaft, which means will eliminate the vibration and loss of power attending the use of the ordinary crank shaft.

An object of the invention is to provide in an engine of the character described, means as a substitute for the ordinary crank shaft which will provide for the application of power to the crank shaft continuously during each movement of the shaft through 360 of arc whereby vibration is eliminated and an increase in power is provided.

Another object of the invention is to provide an engine of the character described, which is designed to take advantage of full expansion of the exploding gases in such a way that maximum power is provided smoothly and continuously and the efficiency of the engine is materially increased.

The invention possesses other advantages and features, some of which with the foregoing will be set forth at length in the following description. wherein I shall outline in full that form of the invention which I have selected for illustration in the drawings accompanying and form-i-ng'a part of .the present specification. In said drawings, 1 have shown one form of the construction of my invention, but it is to be understood that I do not limit myself to such form since the invention as expressed in the claims may be embodied in a plurality of forms. 7 V

Figure 1 is a fragmentary sectional View of the engine constructed in accordance with :myinvention. v

Figure 2 is a side elevation of my invention. I

I on i TENT OFFICE Figure 3 is a cross sectional view taken on the line13-3 of Figure 1. i

v .Figure 4: is enlarged fragments sectional view of a detail of the invention.

Fi ure 5 is a sectional view showing the relative relation of one of the piston rod cams and its related drive shaft cam when the piston is at the beginning of its .firing stroke. i 1

Figures 6, 7, and 8, 9 are fragmentary elevations of means ,for transmitting the reciprocatory motion of the pistonrods into rotary motion so as to operate the drive shaft, showing said means in the various positions thereof during one revolution of the drive shaft. i

In carrying out my invention, 1 provide relatively long cylinders of small bore, for example, a two inch bore and twel e inch stroke. The exhaust ports ofthe cylinders located near the ends thereof are valveless,

the piston serving :as the valve means for said ports, The intake ports .are likewise valveless except for two check valves in the passages leading into the intake ports. Fruel is forced into the combustion chambers by pumps operated from the drive shaft of the engine, instead of being drawn into the combustion chambers by suction of the pistons. I provide adjnstableheadsfor the cylinders whereby the degree of compression may be varied to suit certain conditions of fuel and operation of the engine. The upper ends of the cylinders preferably are threaded and the heads may be threaded and fitted in the cylinders so as to be adj ustable therein.

In place of the ordinary crank shaft,

provide a cam means of connection between the piston rods and the drive shaft, the

drive shaft being located to one side of the piston rods. The means of connectionbetween the piston rods and .the drive shaft is so constructed and arranged that eac'h piston on cylinder will operate the shaft to move it under power cl-trough 90. Thus, with a four cylinder engine, I provide for continuous application -of;power to the drive shaft through each 360 movement of said shaft. The elimination ofthe' valves reduces the number of parts, particularly moving ,parts, and causes a reduction in friction and costs and increases the, efli- :ciency of the engine. The various elements of theengi-neare arranged so that compression takes place on the last three inches of the return movement of the piston. By eliminating the conventional crank shaft arrangement and providing a long stroke operation for the cylinders, full expansion of the gases takes place with the result that the power is materially increased.

Referring particularly to the drawings wherein I have illustrated one practical embodiment of the invention, I have embodied the features of my invention in a four cylinder, two cycle engine, the cylinders being preferably in pairs and designated 1, 2, 3, and 4t. Each cylinder is provided with a suitable water jacket 5 and a suitable adj ustable and removable head 6, the spark plugs are removably mounted in this head 6. The cylinders are provided with screw threads and the heads 6 are screw threaded and turned in said screw threaded portions of the cylinders. By adjusting the heads, the volume of the combustion chambers may be varied as desired and the degree of compression regulated to suit certain conditions of operation of the engine. The cylinders are suitably connected with one another and are preferably inclined at an angle of about 60 to the vertical. By having the cylinders inclined at an angle of about 60, it is possible to apply power at a tangent to the drive shaft and lubrication of the engine is also facilitated by this inclination of the cylinder. Associated with the cylinders is a crank case 6 provided with a suitable removable upper and lower wall 7 and 8. Each cylinder is provided with an intake port 9 located at a point approximately three inches from the upper end of the cylinder. The intake port 9 leads outwardly from the cylinder wall in the form of a passage 10 through an outward extension 11 of the cylinder wall. A similar conduit 12 parallel but spaced from the conduit 10 is provided in the extension 11 and the conduit 12 is pro vided adjacent to one end with a port 13 communicating the two conduits with each other. Controlling this port is an upwardly opening check valve 14, the stem 15 of which is reciprocably mounted in a hollow screw threaded plug 16. The plug 16 is adapted to be turned in a threaded opening 17 therefor formed in the extension 11. A spring 18 operates to hold the check valve normally closed, said spring being housed in the plug. A pump cylinder 18 is carried by each of the combustion cylinders and at its upper end communicates with the conduit 12, said cylinder being closed at its lower end. The cylinder 18 may be as shown, an integral part of the combustion cylinder and in such case, the water jacket 5 will extend around the entire structure. A pump piston 19 is reciprocably mounted in the cylinder 18 and said piston has connected thereto a rod 20 which latter extends into the crank case and is operatively associated with the drive shaft as will be later more fully described. A pipe or conduit 21 is attached to the extension 11 and communicates with the conduit 12 through a port 22. The port 22 is controlled by an upwardly opening check valve 23, which latter is carried by a plug 24, both plug and check valve being identical with those previously described and which control the port 13. The pipe 31 is connected with the intake manifold 25. The intake manifold has the usual pipe connection with the carburetor 27. The valve 23 is normally held open by a spring whereby the fuel from the carburetor may pass through the pipe 21, the manifold 25, passes 23 and port 22 into the conduit 12, upon the down stroke of the pump pistons. Upon the up stroke of the pump piston, the valve 23 will close and the valve 13 will open.

Adjacent to the lower end of each cylinder there is provided an exhaust port 28 which communicates by a pipe 29 with the exhaust manifold 30. Reciprocably mounted within each cylinder is a piston 31 having the usual piston rod 32 extending into the crank case. The drive shaft 33 is mounted in suitable bearings within the central portions of the crank case and lies in a position to one side of the path of reciprocation of said piston rods.

The means of connection between the drive shaft and piston rods are the same and only one such means may be described. Each piston rod is guided in its movement between two guide members 34. These members 34 are secured at their lower ends as at 35 inside the crank case and are either formed integral with or are otherwise suitably attached to the ends of the cylinders. Each guide member is provided with an endless ovicular groove 36, which groove defines the path of movement of the free end of the piston rod. Each piston rod carries atransversely disposed pin 37 at the free end there 5 of and the ends of said pins engage in the grooves of the two guide members. Fixed to the pin 37 on opposite sides of the piston rod are cams 38 of peculiar shape which will later be more fully described. Fixed to the drive shaft 33 opposite the cams 38 are cams 39 constructed identically with one another and adapted to co-operate with the cams 38. Preferably, there are two of the cams 38 and two of the cams 39 for each piston rod. A circular eccentric 40 is fixed to the shaft 33 between but slightly spaced from, the cams 39. A. collar or band 41 is loosely mounted upon the eccentric 40 and terminates in arms 42 which are looped to form an eye 43.. The eye 4-3 is loosely mounted upon a pin 37 between the cams 38. An eccentric member or cam 44: is provided for each of the piston rods 30 so as to operate the pumps, said member 41-4 being fixed to the shaft 33 and provided with a lateral peripheral flange 45. Carried upon the bifurcated ends 46 of the piston rods 20 are rollers 47 which engaged under the flanges 45. The cam members 44 are so shaped and arranged that the pumping strokes of the pistons 19 do not commence until the power pistons 31 have neared a point about three inches from the extent of their maximum upward thrust, whereby the valve 4 will open and allow the combustible charge to enter the combustion chamber just before the piston 31 passes the intake port 9 and the last few inches of the stroke of the piston 31 compresses the charge.

In the operation of the engine, when one of the cylinders fires, the piston 31 of said cylinder is in its uppermost position and the upper ends of the piston rod and the cam are in the position shown in Figure 6. As the gases of combustion expand, the piston 31 will descend, moving the piston rod in a path downwardly and outwardly for onehalf the distance of the stroke of said rod and for the remaining half of said stroke, inwardly and downwardly, said piston rod at its lower end following the groove or curve of the guide member 34. The cam 38 has a curved side48, which at the beginning of the power stroke of the piston rests upon the pointed end 49 of the cam 39 and as the piston rod descends, the cam 39 is moved downwardly from the position shown in Figure 6 to the position shown in Figure 7. Thus the drive shaft is moved under the power stroke through 90 of arc and when the cam 38 reaches the position shown in Figure 7, the power stroke is practically completed, since at this time the pointed or apex end of the cam 39 comes into contact with the receding or indented portion 50 of the cam 38. At this time, one of the other cylinders of the engine fires and the cam 39 is moved away from engagement with the cam 38 as shown in Figure 8, the drive shaft being driven through the nex 90 of arc. The other cylinders operate so that each moves the shaft under the power stroke of its piston through 90 whereby the shaft is under power application for the whole 360 of its movement. During the return and compression strokes of the piston rod and piston, the cams 38 and 39 do not function. When the piston rod of each cylinder moves through the extent of its power stroke, the band 41 upon the eccentric 40 moves from the position shown in Figure 6 to the osition shown in Figure 7 As the drive shaft continues to rotate by action of the other cylinders, the eccentric 40 moves so as to raise the arms 42. This raising of the arms causes the piston rod to move upwardly, following the path of the groove in the guide member until said piston rod and piston have again assumed a position.

shown in Figure 6. It will thus be seen that the eccentric 40 operates to oscillate the arm 48, whereby the piston and piston rod are moved through the return and compression stroke. The cam 44 operates the pump as previously described so as to force or pump the fuel into the cylinders at about the time the piston is at. a point two-thirds of the full distance of its upward stroke. It will thus be seen that by providing the relatively long stroke for the piston, the full force of the expanding gases is utilized in the power strokes of the piston'and a dc the lower ends of the connecting rods to' travel in a circuitous path on operation ofthe engine, disks eccentrically mounted on the drive shaft, eccentric rings surrounding the dlsks, arms pro ectmg from the rings and pivoted to the ends of the connecting" rods, cam members fixed to the drive shaft, and cam members on the ends of the connecting rods arranged to cooperate with the cam members on the drive shaft.

2. An internal combustion engine em bodying in its construction a plurality of cylinders, pistons reciprocal in the cylinders, a drive shaft, connecting rods extending from the pistons, guide members for causing the lower ends of the connecting rodsto travel in a circuitous path on operation of the engine, disks eccentrically mounted on the drive shaft, eccentric'rings surrounding the disks, arms projecting from the rings and pivoted to the ends of the connecting rods, cam members fixed to the drive shaft,

cam members on the ends of the connecting rods arranged to cooperate with the cam members on the drive shaft, said guldes having grooves in ovicular form and pins on the ends of the connecting rods engaging in said grooves.

WILLIAM EDWARD JORY. 

